Control device, control method, and program

Abstract

To optimize operation of a stop holding device.SOLUTION: Control devices 1, 10 of stop holding devices 55, 70 capable of operating a vehicle SV between a holding state where the vehicle SV is made to be in a stop state and a release state where the holding state is released are configured that an operator can perform input operation, includes an acquisition part 120 for acquiring an input state of operation parts 52, 72 capable of inputting whether the stop holding devices 55, 70 are operated in any one of the holding state and the release state, and a control part 130 for controlling the operation of the stop holding devices (55, 70) on the basis of the input state acquired by the acquisition part 120, wherein the control part 130 controls the operation of the stop holding devices 55 and 70 without depending on a specific input state, when the acquisition part 120 acquires a specific input state where input of operating the stop holding devices 55, 70 by the operation parts 52, 72 is continuous for a predetermined time or more.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present disclosure relates to a control device, a control method, and a program.

Background Art

[0002] Vehicles may be equipped with an electric parking brake device or a parking lock device (hereinafter, these are also simply referred to as "stop holding devices") for holding the vehicle in a stopped state. For example, Patent Document 1 discloses a vehicle system that operates a stop holding device as a backup when the execution time of brake hold by a hydraulic brake device reaches a threshold time.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

[0004] Generally, vehicle systems prioritize driver operations. For this reason, even when the execution conditions for backup by the stop holding device are satisfied, if the operation unit of the stop holding device is operated to the release position, the vehicle system does not operate the stop holding device as a backup. However, on the system side, it is impossible to determine whether the release of the operation unit is due to a driver operation or an external factor other than a driver operation.

[0005] Specifically, when the operation switch of the electric parking brake device is maintained in the release position due to pinching of personal belongings of the occupant or mischief by an occupant other than the driver (e.g., a child), although the operation switch is released by an external factor, the system side misinterprets it as being based on the driver's operation. Also, when luggage or the like is hung on the shift lever of the shift operation device and the shift lever continuously moves from the home range to another range, although the shift lever is moved by an external factor, the system side misinterprets it as being based on the driver's operation. Based on such misinterpretation, if the backup by the stop holding device is deactivated, there is a possibility that the vehicle will start moving by creep running against the driver's intention.

[0006] The present disclosure has been made to solve the above problems. That is, one of the objects of the present disclosure is to optimize the operation of the stop holding device.

[0007] The control device (1, 10) of the present disclosure is a control device (1, 10) of a stop holding device (55, 70) capable of operating between a holding state for holding the vehicle (SV) in a stopped state and a release state for releasing the holding state, configured to be input-operable by an operator, and an acquisition unit (120) that acquires an input state of an operation unit (52, 72) capable of inputting whether to operate the stop holding device (55, 70) in either the holding state or the release state, and a control unit (130) that controls the operation of the stop holding device (55, 70) based on the input state acquired by the acquisition unit (120). The control unit (130) is characterized in that when the acquisition unit (120) acquires a specific input state in which an input for operating the stop holding device (55, 70) to the operation unit (52, 72) continues for a predetermined time or more, the control unit controls the operation of the stop holding device (55, 70) without relying on the specific input state.

[0008] The control method of the present disclosure is A control method for a stop holding device (55, 70) capable of operating in a holding state for holding a vehicle (SV) in a stopped state and a release state for releasing the holding state, is configured to be input-operable by an operator, obtains an input state of an operation unit (52, 72) capable of inputting whether to operate the stop holding device (55, 70) in either the holding state or the release state, controls the operation of the stop holding device (55, 70) based on the obtained input state, and when obtaining a specific input state in which an input for operating the stop holding device (55, 70) continues for a predetermined time or more at the operation unit (52, 72), controls the operation of the stop holding device (55, 70) without relying on the specific input state.

[0009] The program of the present disclosure causes a computer of a stop holding device (55, 70) capable of operating in a holding state for holding a vehicle (SV) in a stopped state and a release state for releasing the holding state to be configured to be input-operable by an operator, obtain an input state of an operation unit (52, 72) capable of inputting whether to operate the stop holding device (55, 70) in either the holding state or the release state, control the operation of the stop holding device (55, 70) based on the obtained input state, and when obtaining a specific input state in which an input for operating the stop holding device (55, 70) continues for a predetermined time or more at the operation unit (52, 72), execute a process of controlling the operation of the stop holding device (55, 70) without relying on the specific input state.

[0010] According to the above configuration, when the control device (1, 10) acquires a specific input state in which the input for operating the stop holding device (55, 70) to the operation unit (52, 72) continues for a predetermined time or more, the control device (1, 10) controls the operation of the stop holding device (55, 70) without depending on the input state of the operation unit (52, 72). Thereby, even in a situation where the control device (1, 10) cannot correctly interpret the driver operation on the operation unit (52, 72), it becomes possible to optimize the operation of the stop holding device (55, 70).

[0011] In the above description, in order to facilitate the understanding of the invention, reference numerals used in the embodiments are appended in parentheses to the constituent elements of the invention corresponding to the embodiments. However, each constituent element of the invention is not limited to the embodiments defined by the above reference numerals.

Brief Description of the Drawings

[0012]

Figure 1

Figure 2

Figure 3

Figure 4

Embodiments for Carrying Out the Invention

[0013] Hereinafter, a control device, a control method, and a program according to the present embodiment will be described with reference to the drawings.

[0014] [Hardware Configuration] FIG. 1 is a schematic diagram showing the hardware configuration of the control device 1 according to the present embodiment. The control device 1 is mounted on a vehicle SV. Hereinafter, when it is necessary to distinguish the vehicle SV from other vehicles or the like, the vehicle SV may be referred to as the host vehicle.

[0015] The control device 1 has an ECU 10. The ECU is an abbreviation for Electronic Control Unit. The ECU 10 includes a CPU (Central Processing Unit) 11, a ROM (Read Only Memory) 12, a RAM (Random Access Memory) 13, an interface device 14, etc. The CPU 11 executes various programs stored in the ROM 12. The ROM 12 is a non-volatile memory and stores data and the like necessary for the CPU 11 to execute various programs. The RAM 13 is a volatile memory and provides a work area where various programs are expanded when executed by the CPU 11. The interface device 14 is a communication device for communicating with external devices.

[0016] The ECU 10 is a device that serves as the center for performing various controls of the vehicle SV. For this reason, various devices such as a vehicle state acquisition device 20, a surrounding recognition device 30, a driving device 40, an automatic transmission 50, a parking lock device 55, a hydraulic brake device 60, an electric parking brake device 70, and an ACC (Adaptive Cruise Control) operation unit 80 are communicably connected to the ECU 10.

[0017] The vehicle state acquisition device 20 is a group of sensors that acquire the state of the vehicle SV. Specifically, the vehicle state acquisition device 20 includes a vehicle speed sensor 21, an accelerator sensor 22, a brake sensor 23, etc.

[0018] The vehicle speed sensor 21 detects the traveling speed (vehicle speed V) of the vehicle SV and transmits the detected vehicle speed V to the ECU 10. The vehicle speed sensor 21 may be a wheel speed sensor. The accelerator sensor 22 detects the operation amount of an accelerator pedal (not shown) by the driver and transmits the detected accelerator operation amount to the ECU 10. The brake sensor 23 detects the operation amount of a brake pedal (not shown) by the driver and transmits the detected brake operation amount to the ECU 10.

[0019] The surrounding recognition device 30 is sensors that recognize target information regarding targets around the vehicle SV. Specifically, the surrounding recognition device 30 includes a radar sensor 31, a camera sensor 32, and the like. Here, examples of the target information include surrounding vehicles, traffic lights, white lines on the road, signs, falling objects, and the like. The target information around the vehicle SV acquired by the surrounding recognition device 30 is transmitted to the ECU 10.

[0020] The radar sensor 31 is provided, for example, at the front part of the vehicle SV, and detects targets existing in the front area of the vehicle SV. The radar sensor 31 includes a millimeter-wave radar and / or a lidar. The millimeter-wave radar emits radio waves (millimeter waves) in the millimeter-wave band, and receives the millimeter waves (reflected waves) reflected by the targets existing within the emission range. The millimeter-wave radar obtains the relative distance Dr between the vehicle SV and the target, the relative speed Vr between the vehicle SV and the target, and the like based on the phase difference between the transmitted millimeter waves and the received reflected waves, the attenuation level of the reflected waves, and the time from transmitting the millimeter waves to receiving the reflected waves. The lidar sequentially scans pulsed laser light having a shorter wavelength than millimeter waves in a plurality of directions, and receives the reflected light reflected by the targets, thereby obtaining the shape of the targets detected in front of the vehicle SV, the relative distance Dr between the vehicle SV and the target, the relative speed Vr between the vehicle SV and the target, and the like.

[0021] The camera sensor 32 is, for example, a stereo camera or a monocular camera, and a digital camera having an image sensor such as a CMOS or a CCD can be used. The camera sensor 32 is disposed, for example, at the upper part of the front windshield glass of the vehicle SV. The camera sensor 32 images the front of the vehicle SV, and processes the captured image data to obtain target information in front of the vehicle SV. The target information is information representing the type of the targets detected in front of the vehicle SV, the relative distance Dr between the vehicle SV and the target, the relative speed Vr between the vehicle SV and the target, and the like. The type of the targets may be recognized by machine learning such as pattern matching.

[0022] The surrounding recognition device 30 repeatedly transmits the acquired target information to the ECU 10 every time a predetermined time elapses. The ECU 10 determines the relative relationship between the vehicle SV and the target by synthesizing the relative relationship between the vehicle SV and the target obtained by the radar sensor 31 and the relative relationship between the vehicle SV and the target obtained by the camera sensor 32. Note that the surrounding recognition device 30 does not necessarily have to include both the radar sensor 31 and the camera sensor 32, and may include, for example, only the radar sensor 31 or only the camera sensor 32.

[0023] The drive device 40 generates a driving force transmitted to the drive wheels of the vehicle SV. Examples of the drive device 40 include an engine and an electric motor. In the present implementation device, the vehicle SV may be any of a hybrid vehicle (HEV), a plug-in hybrid vehicle (PHEV), a fuel cell vehicle (FCEV), a battery electric vehicle (BEV), and an engine vehicle.

[0024] The automatic transmission 50 is arranged in the power transmission path between the drive device 40 and the drive wheels, decelerates the driving force output from the drive device 40 at a predetermined reduction ratio, and transmits it to the drive wheels. The automatic transmission 50 is, for example, an automatic transmission of a shift-by-wire system, and includes a shift operation device 51, a shift sensor 53, and the like.

[0025] The shift operation device 51 is provided in the driver's cab (for example, the center console) of the vehicle SV and includes a shift lever 52 operated by the driver. The driver can select a desired shift range by operating the shift lever 52. Examples of the shift ranges of the shift operation device 51 include a parking range P, a reverse range R, a neutral range N, a drive range D, a home range H, and the like.

[0026] In this embodiment, the shift operation device 51 is a momentary type shift operation device in which the shift lever 52 automatically returns to the home range H. Specifically, the shift lever 52 is located in the home range H in a non-operated state. When the driver operates the shift lever 52 from the home range H to another range, the shift sensor 53 transmits a range signal indicating the selected range to the ECU 10. When the driver releases the operation of the shift lever 52, the shift lever 52 automatically returns to the home range H. Note that the parking range P is not limited to a configuration selected by the shift lever 52, and may be a configuration selected by the driver pressing a parking switch (not shown).

[0027] The parking lock device 55 is an example of the stop holding device of the present disclosure and is provided on the output side of the automatic transmission 50. The parking lock device 55 includes a parking gear provided on a power transmission shaft (for example, the output shaft of the automatic transmission 50), a parking pole that can engage with the parking gear, a parking actuator 56 that operates the parking pole, and the like.

[0028] The operation of the parking actuator 56 is controlled in response to a command from the ECU 10. Specifically, when the ECU 10 receives a range signal indicating the parking range P from the shift sensor 53, it controls the operation of the parking actuator 56 so that the parking pole engages with the parking gear. When the parking pole engages with the parking gear, the power transmission shaft is fixed, and a parking lock (the holding state of the present disclosure) that locks the rotation of the drive wheels is established. On the other hand, when the shift lever 52 is operated from the parking range P to another range in a state where the parking lock is established, that is, when the ECU 10 receives a range signal indicating a range other than the parking range P from the shift sensor 53, it controls the operation of the parking actuator 56 to release the engagement between the parking pole and the parking gear. The reverse range R, the neutral range N, and the drive range D are examples of the release positions of the present disclosure.

[0029] The hydraulic brake device 60 is, for example, a disc brake device that applies a braking force to the wheels of the vehicle SV. The hydraulic brake device 60 includes a brake actuator 61, a brake mechanism 62 provided for each wheel, and the like. The brake actuator 61 is provided in a hydraulic circuit between a master cylinder (not shown) that pressurizes the working oil by the stepping force of the brake pedal and the brake mechanism 62. The brake mechanism 62 includes a brake disc 63 fixed to the wheel and a brake caliper 64 fixed to the vehicle body. The brake actuator 61 adjusts the hydraulic pressure supplied to the wheel cylinder built in the brake caliper 64 according to an instruction from the ECU 10, and operates the wheel cylinder by that hydraulic pressure. Thereby, the brake actuator 61 presses the brake pad against the brake disc 63 to generate a frictional braking force. Note that the hydraulic brake device 60 is not limited to the disc brake device in the illustrated example, and may be a drum brake device or the like.

[0030] The electric parking brake device 70 is an example of the stop holding device of the present disclosure, and includes an electric actuator 71, an electric parking switch 72, and the like. The electric actuator 71 and the electric parking switch 72 are connected to the ECU 10. The electric parking switch 72 is a momentary switch whose operation part automatically returns, and is provided in the driver's cab (for example, the center console) of the vehicle SV. The electric parking switch 72 is set to a neutral position where the operation part is located when not operated, an ON position where the operation part is pulled up from the neutral position, and an OFF position where the operation part is pushed down from the neutral position. The OFF position is an example of the release position of the present disclosure.

[0031] When the operation part of the electric parking switch 72 is pulled up from the neutral position to the ON position, it transmits an ON signal to the ECU 10. When the ECU 10 receives the ON signal from the electric parking switch 72, it controls the operation of the electric actuator 71 so as to press the brake pad against the brake disk 63. Thereby, an electric parking brake (holding state of the present disclosure) that applies a braking force to the rear wheels of the vehicle SV and maintains the vehicle SV in a stopped state is established. On the other hand, when the operation part of the electric parking switch 72 is pushed down from the neutral position to the OFF position in a state where the electric parking brake is established, the electric parking switch 72 transmits an OFF signal to the ECU 10. When the ECU 10 receives the OFF signal from the electric parking switch 72 or receives a signal (accelerator ON signal) indicating that the accelerator pedal has been depressed from the accelerator sensor 22, it controls the operation of the electric actuator 71 so as to release the pressing of the brake disk 63 by the brake pad. Thereby, the electric parking brake is released.

[0032] The auto hold switch 75 is a momentary ON / OFF switch and is provided in the driver's cab (for example, the center console) of the vehicle SV. When the vehicle SV stops with the auto hold switch 75 in the ON state, or when the auto hold switch 75 is turned ON while the vehicle SV is stopped, brake hold control for holding the hydraulic pressure of the wheel cylinder of the hydraulic brake device 60 is started. Thereby, the driver can continuously maintain the stopped state of the vehicle SV without depressing the brake pedal. The brake hold control is released when the driver turns the auto hold switch 75 OFF or depresses the accelerator pedal. Details of the brake hold control will be described later.

[0033] The ACC operation part 80 is provided near the driver's seat (for example, on the steering wheel, steering column, etc.) and is a set of switches operated by the driver. The ACC operation part 80 includes a start switch 81, a setting switch 82, a cancel switch 83, a resume switch 84, and the like.

[0034] The start switch 81 is an ON / OFF switch for the driver to select whether to start or end ACC. The setting switch 82 is a switch for arbitrarily setting or changing the target vehicle speed Vtag of ACC and the target inter-vehicle distance Dtag (or target inter-vehicle time) within a predetermined range. Here, the target vehicle speed Vtag is the vehicle speed that the vehicle SV maintains when performing the cruise control described later. The target vehicle speed Vtag is provided with a lower limit speed as the lowest speed that can be set. The target inter-vehicle distance Dtag is the inter-vehicle distance provided between the host vehicle and the preceding vehicle at a vehicle speed V equal to or lower than the target vehicle speed Vtag when performing the following driving control described later.

[0035] The cancel switch 83 is an ON / OFF switch for temporarily releasing the currently-executing ACC. When the driver turns on the cancel switch 83 during the execution of ACC, ACC is set to the released state. The resume switch 84 is an ON / OFF switch for resuming the released ACC or restarting (starting) the ACC in the standby state.

[0036] [Software Configuration] FIG. 2 is a schematic diagram showing the software configuration of the control device 1 according to the present embodiment.

[0037] As shown in FIG. 2, the ECU 10 includes, as functional elements, an ACC control unit 100, a brake hold control unit 110, an input state acquisition unit 120, and a backup control unit 130. These functional elements 100 to 130 are realized by the CPU 11 of the ECU 10 reading out the program stored in the ROM 12 and executing it in the RAM 13. In the present embodiment, each of the functional elements 100 to 130 is described as being included in the ECU 10 which is an integrated hardware, but a part of any of these can also be provided in another ECU separate from the ECU 10. Further, all or part of each of the functional elements 100 to 130 of the ECU 10 can also be provided in an information processing device of a facility (for example, a management center, etc.) capable of communicating with the vehicle SV.

[0038] The ACC control unit 100 executes ACC based on the target vehicle speed Vtag and the target inter-vehicle distance Dtag. ACC itself is well-known (see, for example, Japanese Patent Application Laid-Open No. 2014-148293, Japanese Patent Application Laid-Open No. 2006-315491, Japanese Patent No. 4172434, and Japanese Patent No. 4929777, etc.). Therefore, it will be briefly described below. ACC includes two types of control: constant-speed driving control and following driving control. Constant-speed driving control is a control that causes the vehicle SV to travel at a constant speed according to the target vehicle speed Vtag without requiring the driver's accelerator operation and brake operation. Following driving control is a control that causes the host vehicle SV to follow the preceding vehicle while maintaining the inter-vehicle distance between the preceding vehicle and the host vehicle SV at the target inter-vehicle distance Dtag without requiring the driver's accelerator operation and brake operation. The preceding vehicle is a vehicle that is traveling in the front area of the host vehicle SV and is traveling immediately in front of the host vehicle SV.

[0039] When the activation switch 81 of the ACC operation unit 80 is turned ON, the ACC control unit 100 determines whether there is a preceding vehicle to be followed based on the target information included in the vehicle surrounding information. When the ACC control unit 100 determines that there is no preceding vehicle, it executes constant-speed driving control. In this case, the ACC control unit 100 controls the driving of the drive device 40 so that the vehicle speed V matches the target vehicle speed Vtag, and controls the operation of the hydraulic brake device 60(61) as necessary. On the other hand, when the ACC control unit 100 determines that there is a preceding vehicle, it executes preceding vehicle following control. In this case, the ACC control unit 100 controls the driving of the drive device 40 so that the inter-vehicle distance between the host vehicle SV and the preceding vehicle matches the target inter-vehicle distance Dtag, and controls the operation of the hydraulic brake device 60(61) as necessary.

[0040] When any of the following cancellation conditions (1) or (2) is satisfied, the ACC control unit 100 temporarily cancels the ACC. Here, the cancellation state means interrupting the ACC while saving the settings of the target vehicle speed Vtag and the target inter-vehicle distance Dtag. Cancellation condition (1): When the driver turns ON the cancel switch 83 during the execution of ACC. Release condition (2): when the driver depresses the brake pedal during the execution of ACC.

[0041] When ACC is released due to the fulfillment of Release condition (1) or (2), the driving mode transitions from the driving assistance mode that executes constant speed driving control or follow-up driving control to the normal driving mode that entrusts the driving operation to the driver. After the ACC control unit 100 releases ACC due to the fulfillment of Release condition (1) or (2), if the driver turns on the resume switch 84 before the vehicle SV stops, the ACC is restored.

[0042] When any of the following standby conditions (1) to (3) is satisfied, the ACC control unit 100 sets the ACC to the standby state. Here, the standby state means that while the vehicle SV is stopped, the setting of the target vehicle speed Vtag and the target inter-vehicle distance Dtag (in the case of standby condition (3), the minimum speed and the default target inter-vehicle distance) is saved, and the execution of ACC is suspended. Standby condition (1): when the host vehicle SV follows and stops due to the stop of the preceding vehicle during the execution of follow-up driving control. Standby condition (2): when the driver turns on the resume switch 84 in a state where the vehicle SV has been stopped after ACC has been temporarily released due to the fulfillment of Release condition (1) or (2). Standby condition (3): when the driver turns on the start switch 81 in a state where the start switch 81 is OFF and the vehicle SV is stopped.

[0043] Regarding standby condition (1), the auto hold switch 75 may be either ON or OFF. Regarding standby conditions (2) and (3), when the electric parking switch 72 is ON, or when the shift sensor 53 acquires the parking range P, even if the driver turns on the resume switch 84 or the start switch 81, the ACC is invalidated. That is, the ACC does not enter the standby state, and the stop hold takes precedence. After the ACC control unit 100 sets the ACC to the standby state due to the fulfillment of standby conditions (1) to (3), if the driver turns on the resume switch 84 or depresses the accelerator pedal, the ACC resumes (starts in the case of standby condition (3)).

[0044] When any of the following execution conditions (1) or (2) is satisfied, the brake hold control unit 110 executes brake hold control to hold the hydraulic pressure of the wheel cylinder of the hydraulic brake device 60 and continuously maintain the stopped state of the vehicle SV. Execution condition (1): When the vehicle SV has stopped and the auto hold switch 75 is ON. Execution condition (2): When ACC enters the standby state due to the satisfaction of any of the standby conditions (1) to (3). Note that it is desirable that the execution conditions (1) and (2) are premised on the closing of the driver's seat door and the driver wearing the seat belt in order to prevent the driver from getting out of the vehicle during brake hold.

[0045] When any of the following end conditions (1) to (3) is satisfied, the brake hold control unit 110 ends the brake hold control, that is, releases the hydraulic pressure holding of the hydraulic brake device 60. End condition (1): After starting the brake hold control due to the satisfaction of the execution condition (1), when the driver turns off the auto hold switch 75 while depressing the brake pedal or performs a release operation of depressing the accelerator pedal. End condition (2): After starting the brake hold control due to the satisfaction of the execution condition (2), when the driver turns on the resume switch 84 or performs a release operation of depressing the accelerator pedal (that is, a resume or start operation of ACC). End condition (3): After starting the brake hold control due to the satisfaction of the execution condition (1) or (2), when the execution time of the brake hold control reaches a predetermined threshold time T without the driver performing a release operation. The threshold time T of the end condition (3) is not particularly limited and may be appropriately set according to the specific specifications, performance, etc. of the vehicle SV and the hydraulic brake device 60.

[0046] The input state acquisition unit 120 acquires the input state (position of the operation unit) of the electric parking switch 72 based on the ON / OFF signal transmitted from the electric parking switch 72. Further, the operation state acquisition unit 120 acquires the input state (position of the shift lever 52) of the shift operation device 51 based on the range signal transmitted from the shift sensor 53. The input state acquisition unit 120 transmits the acquired input states to the backup control unit 130 at a predetermined cycle.

[0047] When the execution time of the brake hold control reaches a predetermined threshold time T, the backup control unit 130 activates either or both of the electric parking brake device 70 and the parking lock device 55 to execute backup control for holding the vehicle SV in a stopped state. Thereby, a backup is realized to reliably hold the vehicle SV in a stopped state even after the end of the brake hold control. The timing to end the brake hold control may be a predetermined time after the establishment of the stop hold by the backup control, or may be simultaneous with the establishment of the stop hold by the backup control. When executing the backup control, the backup control unit 130 executes notification processing to notify the driver that the backup is activated. The notification processing may be performed using a display device (for example, a multi-information display) and / or a speaker.

[0048] Here, whether the backup control unit 130 executes backup control is basically determined by giving priority to driver operations. Specifically, during the brake hold control, when the operation unit of the electric parking switch 72 is maintained at the neutral position, that is, when the operation state acquisition unit 120 does not acquire either the ON signal or the OFF signal from the electric parking switch 72, the driver is not performing an operation to intentionally activate the electric parking brake device 70. Also, during the brake hold control, when the shift lever 52 of the shift operation device 51 is maintained at the home range H, that is, when the operation state acquisition unit 120 acquires a range signal indicating the home range H from the shift sensor 53, the driver is not performing an operation to intentionally activate the parking lock device 55. When the operation state acquisition unit 120 acquires such an input state, the backup control unit 130 executes backup control to activate the electric parking brake device 70 and the parking lock device 55 when the execution time of the brake hold control reaches the threshold time T.

[0049] On the other hand, during the brake hold control, when the operation unit of the electric parking switch 72 is maintained at the OFF position, or when the shift lever 52 of the shift operation device 51 is maintained at a range other than the home range H or the parking range P (for example, the drive range D), it can be considered that the driver is performing an operation to intentionally deactivate the electric parking brake device 70 and the parking lock device 55. However, it is also assumed that these operation states may not necessarily be based on the driver's intended operation input.

[0050] Specifically, it is conceivable that the operation unit of the electric parking switch 72 is continuously pushed down to the OFF position against the driver's intention due to pinching of the driver's personal belongings or the like, or mischief by a passenger other than the driver (for example, a child). Further, it is conceivable that the shift lever 52 is continuously moved from the home range H to another range against the driver's intention, such as when a passenger hangs luggage on the shift lever 52 or when a passenger other than the driver plays mischief with the shift lever 52. If such a state is misinterpreted by the device side as being based on the driver's operation input and the backup control is not executed, there is a possibility that the vehicle SV will start moving by creep running against the driver's intention.

[0051] Therefore, when the input state acquisition unit 120 acquires the following specific input states (1) and (2) during the brake hold control, the backup control unit 130 of the present embodiment determines that the situation is not one in which the driver's operation can be correctly interpreted, and forcibly executes the backup control. Specific input state (1): When the input state acquisition unit 120 continuously receives an OFF signal from the electric parking switch 72 for a predetermined time or more, that is, when the operation unit of the electric parking switch 72 is continuously maintained in the OFF position for a predetermined time or more. Specific input state (2): When the input state acquisition unit 120 continuously receives a range signal indicating a range other than the home range H from the shift sensor 53 for a predetermined time or more, that is, when the shift lever 52 of the shift operation device 51 is continuously moved from the home range H to another range for a predetermined time or more.

[0052] During the brake hold control, when the input state acquisition unit 120 acquires the specific input state (1), the backup control unit 130 executes backup control to forcibly operate the electric parking brake device 70 even if the operation unit of the electric parking switch 72 is maintained at the OFF position. Further, during the brake hold control, when the input state acquisition unit 120 acquires the specific input state (2), the backup control unit 130 executes backup control to forcibly operate the parking lock device 55 even if the shift lever 52 is moved from the home range H to another range (for example, the drive range D). Thereby, even when the situation is such that the driver's operation cannot be correctly interpreted, the backup control can be surely executed, and it becomes possible to effectively prevent the vehicle SV from starting without the driver's intention.

[0053] Next, based on the flowchart shown in FIG. 3, the routine of the brake hold control and the backup control processing by the ECU 10 will be described.

[0054] In step S100, the ECU 10 determines whether or not the vehicle SV has stopped based on the detection result of the vehicle speed sensor 21. If the vehicle SV has stopped (Yes), the ECU 10 proceeds to the process of step S105. On the other hand, if the vehicle SV has not stopped (No), the ECU 10 repeats the determination in step S100.

[0055] In step S105, the ECU 10 determines whether or not any one of the execution conditions (1) or (2) of the brake hold control is satisfied. Here, the execution condition (1) is satisfied when the vehicle SV has stopped and the auto hold switch 75 is ON. Further, the execution condition (2) is satisfied when the ACC becomes the standby state due to the satisfaction of any one of the standby conditions (1) to (3). If the ECU 10 determines that any one of the execution conditions (1) or (2) is satisfied (Yes), the ECU 10 proceeds to the process of step S110. On the other hand, if the ECU 10 determines that neither of the execution conditions (1) and (2) is satisfied (No), the ECU 10 returns to the determination in step S100.

[0056] In step S110, the ECU 10 executes brake hold control to maintain the hydraulic pressure of the wheel cylinders of the hydraulic brake device 60 and continuously maintain the stopped state of the vehicle SV.

[0057] Next, in step S120, the ECU 10 determines whether the driver has performed a release operation to release the brake hold, specifically, whether any of the end conditions (1) or (2) of the brake hold control is satisfied. Here, the end condition (1) is satisfied when, after starting the brake hold control with the execution condition (1) satisfied, the driver turns off the auto hold switch 75 while depressing the brake pedal, or performs a release operation of depressing the accelerator pedal. Also, the end condition (2) is satisfied when, after starting the brake hold control with the execution condition (2) satisfied, the driver turns on the resume switch 84, or performs a release operation (ACC start, resume operation) of depressing the accelerator pedal. When the driver has performed a release operation (Yes), the ECU 10 proceeds to the process of step S170 and ends the brake hold control by releasing the hydraulic pressure holding of the hydraulic brake device 60. On the other hand, when the driver has not performed a release operation (No), the ECU 10 proceeds to the process of step S130.

[0058] In step S130, the ECU 10 determines whether it is in a situation where the driver's operation can be correctly interpreted, specifically, whether the input state acquisition unit 120 acquires at least one of the specific input states (1) and (2). Here, the specific input state (1) is an input state in which the input state acquisition unit 120 continuously receives an OFF signal from the electric parking switch 72 for a predetermined time or more. Also, the specific input state (2) is an input state in which the input state acquisition unit 120 continuously receives a range signal indicating a range other than the home range H from the shift sensor 53 for a predetermined time or more. When the input state acquisition unit 120 does not acquire any of the specific input states (1) and (2) (No), that is, when it is in a situation where the driver's operation can be correctly interpreted, the ECU 10 proceeds to the process of step S140.

[0059] In step S140, the ECU 10 determines whether or not the execution time of the brake hold control starting from step S110 has reached the threshold time T. If the execution time has not reached the threshold time T (No), the ECU 10 returns to the process of step S110 and continues the brake hold control. On the other hand, if the execution time has reached the threshold time T (Yes), the ECU 10 proceeds to the process of step S145.

[0060] In step S145, the ECU 10 executes a notification process for notifying the driver that the backup is operating. Next, in step S150, the ECU 10 determines whether or not the driver has performed a stop hold release operation intended to release the electric parking brake device 70 or the parking lock device 55. Here, the stop hold release operations include the following release operations (1) to (3). Release operation (1): When the driver operates the operation part of the electric parking switch 72 to the OFF position while stepping on the brake pedal. Release operation (2): When the driver moves the shift lever 52 from the home range H to another range other than the parking range P (for example, the drive range D) while stepping on the brake pedal. Release operation (3): When the driver performs an operation intended to release the electric parking brake device 70 by stepping on the accelerator pedal while wearing the seat belt. When the driver has performed any of the release operations (1) to (3) (Yes), the ECU 10 proceeds to the process of step S170 and ends the brake hold control. On the other hand, when the driver has not performed any of the release operations (1) to (3) (No), the ECU 10 proceeds to the process of step S160 and executes a backup control for operating the electric parking brake device 70 and / or the parking lock device 55.

[0061] If the determination in step S130 is affirmative (Yes), that is, when the input state acquisition unit 120 acquires at least one of the specific input states (1) and (2), the ECU 10 determines that the driver operation cannot be correctly interpreted, and proceeds to the process of step S160.

[0062] In step S160, the ECU 10 executes backup control to operate the electric parking brake device 70 and / or the parking lock device 55. That is, when the driver operation cannot be correctly interpreted, even if the execution time of the brake hold control has not reached the threshold time T, the backup control is forcibly executed. Thereby, even in a situation where an unintended input is made to the electric parking switch 72 or the shift lever 52 by the driver, the electric parking brake device 70 and the parking lock device 55 can be surely operated as a backup, and the safety can be improved.

[0063] When the ECU 10 executes the backup control in step S160, it proceeds to the process of step S170. At this time, if the ACC is in the standby state, the ECU 10 terminates the ACC. In step S170, the ECU 10 terminates the brake hold control. If the brake hold control is terminated in step S170, the ECU 10 temporarily terminates (returns) this routine. Note that the backup control started in step S160 ends when the driver depresses the accelerator pedal while wearing the seat belt or releases the electric parking switch 72 or the shift lever 52 while depressing the brake pedal.

[0064] According to the embodiment described in detail above, during the brake hold control by the hydraulic brake device 60, when the input state acquisition unit 120 acquires a specific input state (1) in which an OFF signal is continuously received from the electric parking switch 72 for a predetermined time or more, or when the input state acquisition unit 120 acquires a specific input state (2) in which a range signal indicating a range other than the home range H is continuously received from the shift sensor 53 for a predetermined time or more, the backup control unit 130 executes backup control to operate the electric parking brake device 70 and the parking lock device 55 without relying on these input states. As a result, even in a situation where the driver's operation cannot be correctly interpreted, such as when an unintended input is made to the electric parking switch 72 or the shift lever 52, the electric parking brake device 70 and the parking lock device 55 can be surely operated as a backup, and it becomes possible to effectively prevent the vehicle SV from starting unintentionally by the driver.

[0065] As described above, the control device, control method, and program according to the present embodiment have been explained. However, the present disclosure is not limited to the above embodiment, and various modifications are possible without departing from the object of the present invention.

[0066] [Modification Example] For example, in the flowchart shown in FIG. 3, the ECU 10 determines whether to acquire the specific input states (1) and (2) in step S130, and determines whether the execution time of the brake hold control has reached the threshold time T in step S140. However, as shown in FIG. 4, it is also possible to reverse the processing order of these steps S130 and S140.

[0067] Hereinafter, the processing of the modification example shown in FIG. 4 will be described. Note that since the processing other than steps S130 and S140 is the same as the flowchart shown in FIG. 3, the description thereof will be omitted.

[0068] As shown in FIG. 4, in step S130, the ECU 10 determines whether the execution time of the brake hold control has reached the threshold time T. If the execution time has reached the threshold time T (Yes), the ECU 10 proceeds to the process of step S140. On the other hand, if the execution time has not reached the threshold time T (No), the ECU 10 returns to the process of step S110 and continues the brake hold control. In step S140, the ECU 10 determines whether the input state acquisition unit 120 has acquired at least one of the specific input states (1) and (2). If the input state acquisition unit 120 has not acquired any of the specific input states (1) and (2) (No), the ECU 10 proceeds to the process of step S145. On the other hand, if the input state acquisition unit 120 has acquired at least one of the specific input states (1) and (2) (Yes), the ECU 10 proceeds to the process of step S160 and executes backup control to operate the electric parking brake device 70 and / or the parking lock device 55.

[0069] Also in the modification shown in FIG. 4, when the execution time of the brake hold control reaches the threshold time T, if it is in a situation where the driver's operation cannot be correctly interpreted, backup control for operating the electric parking brake device 70 or the parking lock device 55 is forcibly executed. As a result, similar to the above embodiment, it becomes possible to effectively prevent the vehicle SV from starting unintentionally by the driver.

[0070] [Others] In the above embodiment, the ECU 10 may execute a notification process for notifying the driver of the operation state when the input state acquisition unit 120 has acquired the specific input states (1) and (2). The notification process may be performed using either or both of display on a display device or voice by a speaker. By performing the notification process, it becomes possible to appropriately notify the driver that the electric parking switch 71 or the shift lever 52 is in an operation state unintended by the driver.

[0071] Further, the backup control of the above embodiment can be widely applied to the backup of other stop holding controls by the hydraulic brake device 60, such as the automatic stop control that automatically stops the vehicle SV at an intersection with a red light or the like by automatic driving.

[0072] Further, when the driver performs a start operation of the vehicle SV in a situation where the operation unit of the electric parking switch 71 is continuously maintained in the ON position for a predetermined time, the ECU 10 may control to release the electric parking brake device 70 according to the situation around the own vehicle SV. Also in this case, it is possible to optimize the operation of the electric parking brake device 70.

Explanation of Reference Numerals

[0073] 1... Control device, 10... ECU, 50... Automatic transmission, 51... Shift operation device, 52... Shift lever, 53... Shift sensor, 55... Parking lock device, 56... Parking actuator, 60... Hydraulic brake device, 61... Brake actuator, 70... Electric parking brake device, 71... Electric actuator, 72... Electric parking switch, 75... Auto hold switch, 100... ACC control unit, 110... Brake hold control unit, 120... Input state acquisition unit, 130... Backup control unit

Claims

1. A control device for a stop holding device that can be operated between a holding state for holding the vehicle in a stopped state and a release state for releasing the holding state, configured to be input-operable by an operator, and an acquisition unit that acquires an input state of an operation unit capable of inputting whether to operate the stop holding device in either the holding state or the release state; a control unit that controls the operation of the stop holding device based on the input state acquired by the acquisition unit, wherein when the acquisition unit acquires a specific release input state in which an input for operating the stop holding device in the release state continues for a predetermined time or more during execution of brake hold control by a brake device mounted on the vehicle, the control unit executes backup control for operating the stop holding device in the holding state without relying on the specific release input state A control device characterized by the above.

2. The control device according to claim 1, wherein when the acquisition unit acquires the specific release input state, the control unit executes a notification process for notifying the state of the operation unit to the passengers of the vehicle A control device.

3. The control device according to claim 1, wherein the stop holding device is an electric parking brake device mounted on the vehicle, the electric parking brake device includes, as the operation unit, at least an operation switch that automatically returns from a release position to a neutral position, and the specific release input state is a state in which the operation switch is maintained at the release position for a predetermined time or more A control device.

4. The control device according to claim 1, wherein the stop holding device is a parking lock device provided in an automatic transmission of a shift-by-wire type mounted on the vehicle, the automatic transmission includes, as the operation unit, a shift operation device having a shift lever, the shift operation device is provided with a home range to which the shift lever automatically returns, and the specific release input state is a state in which the shift lever is maintained in a range other than the home range for a predetermined time or more A control device.

5. The control device according to claim 1, wherein the vehicle is configured to be capable of executing the brake hold control for holding the stopped state of the vehicle by the brake device when the vehicle is stopped and a first switch is on, The operation unit is a second switch for inputting whether to operate the stop holding device in the holding state or the release state, and is a switch separate from the first switch. The specific release input state is an input state in which, during the execution of the brake hold control, an input for operating the stop holding device to the release state continues for a predetermined time or longer at the second switch. Control device.

6. A control device for a stop holding device capable of operating in a holding state for holding a vehicle in a stopped state and a release state for releasing the holding state, When the vehicle stops, the vehicle executes brake hold control for continuously holding the stopped state of the vehicle by a brake device, and when a predetermined condition is satisfied during the execution of the brake hold control, the stop holding device is configured to be capable of executing backup control for holding the vehicle in a stopped state. An acquisition unit that is configured to be operable by an operator to acquire an input state of an operation unit capable of inputting whether to operate the stop holding device in the holding state or the release state; A control unit that controls the operation of the stop holding device based on the input state acquired by the acquisition unit, When the acquisition unit acquires a specific release input state in which an input for operating the stop holding device to the release state continues for a predetermined time or longer at the operation unit during the execution of the brake hold control, the control unit executes the backup control for operating the stop holding device to the holding state without relying on the specific release input state, assuming that the predetermined condition is satisfied. A control device characterized by the above.

7. A control method for a stop holding device capable of operating in a holding state for holding a vehicle in a stopped state and a release state for releasing the holding state, An input state of an operation unit that is configured to be operable by an operator and capable of inputting whether to operate the stop holding device in the holding state or the release state is acquired, Based on the acquired input state, the operation of the stop holding device is controlled, When a specific release input state in which an input for operating the stop holding device to the release state continues for a predetermined time or longer is acquired during the execution of brake hold control by a brake device mounted on the vehicle, backup control for operating the stop holding device to the holding state is executed without relying on the specific release input state. A control method characterized by the above.

8. To a computer of a stop holding device that can be operated between a holding state for holding the vehicle in a stopped state and a release state for releasing the holding state, an input state of an operation unit configured to be input-operable by an operator and capable of inputting whether to operate the stop holding device in either the holding state or the release state is acquired, the operation of the stop holding device is controlled based on the acquired input state, when a specific release input state in which an input for operating the stop holding device in the release state is continued for a predetermined time or more is acquired during execution of brake hold control by a brake device mounted on the vehicle, a process of executing backup control for operating the stop holding device in the holding state without relying on the specific release input state is executed A program characterized by the above.

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